Deenergizing circuit for coupled cars



June 3, 1930.

C. H. TOMLINSON DE-ENERGIZING CIRCUIT FOR COUPLED CARS Filed Oct. 28, 1927 3 Sheets-Sheet l June 3, 1930. c. H. TOMLIN'SON DE-ENERGIZING CIRCUIT FOR COUPLED CARS 3 Sheets-Sheet 2 Filed Oct. 28, 1927 W///////% .11.; XXIII-1.1.1

r/k/mmffirtxul rlxxh June 3, 1930. c. H. IOMLINSON DE-ENERGIZING CIRCUIT FOR COUPLED CARS Filed Oct.28. 1927 3 Sheets-Sheet 3 Patented June 3, 1930 marten stares Parent caries CHARLES H. TOMLINSON, 0F IEANSFIELID, OHIO, ASSIGHOR TO THE TOMLINSON COUPLER GGIJlPANY, OF MALTSFEELD, OHIO, A (J 3RFCRJFUIIGILYT0F OHIO DEENERGIZENG CIRCUIT FOR COUPLED CARS Application filed Getober 28, 1927. Serial No.

This invention relates to cars arranged to be coupled'in trains and having electric train -aft-1,402,120, granted January 3,1922.

line circuits extending from car to car.

One object of the invention is to insure correct control of these circuits and the brake line pipes when cars are coupled and uncoupled and to eliminate errors due to the human element.

A further object is to provide means for automatically de-energizingthe motor control circuits prior to coupling or uncoupling cars equipped with automatic bus line or power circuit connectors and preventing the arc ing thereof.

Anoth r object isto provide means for preventing improper connection of the motor control circuits on coupling or uncoupling cars ina train.- Other objects and advantages will appear from the following description. 7

The invention is exemplified in the combination and arrangement of parts shown in the accompanying drawings and described in the followin specification, and it is more particularly pointed out I in the appended claims.

In the drawings Fig. 1 is a diagrammatic view of the wiring connection and association of parts showing one car and a portion. of another car coupled together and equipped with one form of the present invention;

Fig. 2 is a diagrammatic plan view of an overhead bus line connector;

Fig. 3 is a vertical section of the connector shown in Fig. 2; p a

Fig. a is an elevation of the connector shown in Figs. 1 and 2; v

Fig. 5 is alongitudinal section of a threeway valve for controlling the connector shown in Figs. 1, 2 and 3;

Fig. 6 is a wiring diagram showing the relation of the Clo-energizing line with the controller, controller circuits, and motor switches.

The drawing, Fig. 1, shows two cars A and B of a train in coupled relation. An suitable form ofcoupling having means for connecting electric circuits and fluid pressure lines may be employed. One suitable form of couaeaase.

pling mechanism is shown in my prior Patents #1223323, granted April 17, 1917, and

The cars are provided with bus lines 10 and 11 connected in any suitable way with a source of electrical energy, as a trolley wire 12. Each car is equipped with two master controllers, numbered 13,14and'1'5', respectively, in the drawings. any one of these controllers may be operated for energizing the control circuit connections for themetors on all the cars of the train. The control circuits may be connected by the couplers in the manner shown in my prior patents referredto above. v

It the general practice to provide master controllers on multiple trains with an operating handle, commonly known as a dead mans handle. With this type of operating handle, the operator has to hold down on said handle to close a switch (usually'provided with blow-out coil) to allow current to pass to the first point onthecontroller. The object of this dead mans handle is thatif, for any reason, the operators attention is distracted or he should be incapacitated, the removal of his hand would open the main supply circuit which would in turn de-energize the traction motor on the car or all cars in the train, and, in some systems, automatically apply the brakes on the entire train.

Current forthe control CllClllS may be supplied in the usual way, either from a batswitches 18 to a Clo-energizing relay switch 19.

This switch is biased to the position shown 111 Fig. 1 and 1S closed at 20 during normal operationof the car so that current passes from the switch 18 and switch 19 through the conductor 21 to the first point in the controller. The relay switch 19 is provided with I the magnetic coil 22. which, whenenergized,

- voir line 27 is provided with a three-way cock 29. In one position of the three-way cock 29, continuous passage through the reservoir line is provided while in the other position, the line 27 is closed and a portion 30 beyond the three-way cock is open to atmosphere. The valves 28 and 29 are interlocked with an electric cutout switch '31 which is pneumatically operated by pneumatically-actuated pistons disposed in cylinders 32 and 33. A pipe line 34 is connected through an electropneumatic valve 35 to a source or" air pressure 36 which may be supplied from the reservoir line. The cylinder 33 is connected through a Ipipe37 and an electro-pneumatic valve 38 which is also connected to the pipe 36. The construction and operation of the combined switch and air valves and the electro-pneumatic valves for controlling the same are described in my prior patent referred to above and Patents #1,381,852, dated June 14, 1921, and #1,228,719, dated June 5, 1917.

The electropneumatic va ve 35 is controlled by a coupling button or switch 39 and the electro-pneumatic valve 38 is controlled by an uncoupling button or switch 40. The coupling and uncoupling buttons are supplied with electrical energy from the bus line or other suitable source of current, a connection 41 being shown in the drawings for this purpose. hen the coupling button is pressed, current passes through the contact 42 and conductor 43 to the electropneumatic valve35 which opens the pipe 34 and operates the switch 31 and valves 28 and 29 to close the control and auxiliary circuits which pass through the switch 31 and at the same time to open the valves 28 and 29 so that the reservoir and brake lines of the coupled cars are connected. Vhen the uncoupling button is pressed, current passes through the contact 44, through the conductor 45 to the electro-pneumatic valve 38 which operates the switch 31 and valves 28 and 29 in the other direction to open the control and auxiliary circuits and to close the valves in the air pressure lines. This operation is more fully described in my prior patents referred to above.

The present invention refers more particularly to the controlling of the bus line cir cuits whichcarry the power current from car to car. It is apparent that when cars are coupled or uncoupled, the power current should be shut ofl to avoid arcing at the contacts. The present invention provides a deenergizing circuit controlled by the coupling and uncoupling buttons which automatically de-energize the control circuits upon operathrough the proper resistance, which is the common method in all multiple unit control systems. Two forms of the bus line connec tors are illustrated in Fig. 1 of the drawings. The connector shown at 46 is carried on the coupler and contacts with a similar connector on a cooperating car on impact of the cars. These bus line contacts on the coupler which are for 600 volts D. (1, are on each side of the center line and connected together in parallel as shown. The circuitfor this connector passes through the switch 31 and is provided with a suitable magnetic blow-out, as described in my prior Patent, $1,381,852, and built in the switch as shown in Patent 1,402,120.

For higher voltages, the form of connector, shown at 47 in Fig. 1 and more completely illustrated in Figs. 2, 3 and 4, is employed. This connector consists of a contact bar 48 supported by plunger rods 49 connected with pistons 50 arranged to move in cylinders 51. The bus line cables 10 and 11 are connected to the contacts 48 of the respective cars, A and B. The contact bars 48 are normally held in retracted position by springs 52 and are projected into contact with complementary contact parts by air pressure introduced into the cylinders 51 in the rear of the pistons 50 through air pipe lines 53. The air pipe lines 53 are connected by a line 54 with the portion of the reservoir line 30 located beyond the three-way cook 29.

The cylinders 51 are mounted on a platform 55 located on top of the car and supported by insulators 56. The insulators 56 are provided with base portions 57 which support the platform 55 and with sleeve portions which surround the supporting rod 58. Insulators 59 are mounted on the car roof and are provided with sleeve portions which support the rod 58. In this way, a double insulation is provided for the platform 55. The contact bars 48 are provided with arcing horns 60. The air line connection 53 is provided with a flexible insulating section 61.

It will be apparent that when the switch 31 is rotated to off position by the operation of the uncoupling button, air will be exhausted from the pipes 53 and the cylinders 51 so that the contacts 48 will be retracted by the springs 52. When two cars are coupled and the switch 31 is changed to its on position, the air pressure in the reservoir pipe 2'7 will be transmitted to the cylinders 51 and the contacts will be held in their forward contacting position by the air pressure acting on the pistons 50.

If, whilethe parts are in. this connection, the operator in car B wishes to uncouple from car A, he will press hisuncoupling button 40. This will close the connection 4 1 and at the same time will close a supplemental contact 62. Current will then flow from the bus line 11 through the conductor 63, the contacts 64: on the switch 81, and the conductor 65, to the (ls-energizing line 24:. From the deenergizing line 24, current w ll now flow through the solenoids 9.2 in the de-energizing relay switches 19 in all of the cars in the train, opening the contacts 20 and closing the contacts 23. Any current flowing irough the supply 16 to the controllers will now be diverted from thecontrollers, since the contacts 20 are open, and will pass through the contacts 23 and the holding coil 22 to ground. This will cut oil current from the con rol circuits and open all of the motor switches, thereby cutting all powercurrent from the traction motors and thus decreasing the amperage of the current-in the busline to that necessary for the lights and operation oi the aircornpressors in the different cars. Such current would be relatively small and would produce no serious effect on separation of the bus line contacts on the roof as any arcing would follow the arcing horns. In the form of the invention shown in Fig. 1, the de-energizing switch 19 is in series with the switch 18 of the dead mans handle so that operation of the de-energizing switch has the same'effect as release or" the dead mans handle. As will beexplained in connection with Fig. 6 however, the de-energizing switch can be installed on any type of controller whether it has a dead mans handle or not, just so it is interposed in the circuit between. the first and second positions of the controller. Pressing the uncoupling button and closing the contact 44 also supplies current throughfconductor 45 to the electro-pneumatic valve 88 in car B which operates the switch 31 and the cooks 28 and 29, as previously explained, to close the air lines and'open the electric circuits. This will open the circuit forthe'bus line 46 and the release of the pressure in the part 30 of the reservoir line will release the pressure in the cylinders 51 on the adjacent ends of both coupled cars so that the springs 52 will separate the contacts 48. The de-energizing relay switch 19 will operate more rapidly than the mechanically moving parts necessary for efiecting the movement of the switch 31 so that before the bus lines are opened, the parts controlled by the de-enersource of power and the Clo-energizing circuitgg car B to hold the uncoupling button down vanves 38 will be simultaneously operated in each of the cars when the uncoupling button is pressed in'eithcr car. It should benoted y also that the connection between the uncoupling button and the (lo-energizing circuit passes through the drum switch 31. This mechanically breaks connection between the at the timethe switch is operated, whether the cars have been separated or not. If the con nection were not broken and the uncoupling button was held in depressed position, it would be impossible for the operator incar A5 to supply current to his motors to draw the cars apart. After the supply of current to the (lo-energizing circuit has been broken by the switch 31, however, the operator in car A, by throwing his controller handle to the". oil position, outsell all current through the supply circuit so that the magnetically operated switch coil 22. is de-energized and the contact 20is again permitted to close so that the operator in car A may supply current to; 9 his motors to draw away from car B although the operator in car B continues to hold his uncoupling button depressed. The mechan-' ical couplers for the cars are automatically released by the depression of the uncoupling button after the switch 31 is operated in the manner explained in my prior Patent $751,223,223, and it is necessary, to mechanically uncouple the cars, for the operator in until the cars have moved apart otherwise they would return to coupled relation.

The drawings show. and the specification explains two separate constructions for coupling the bus line circuitsbut it must be understood that the one on the car coupler proper is only used where the voltage is not over 600 volts, D. C. For higher voltages, such as 1,500 volts, D. (1, or 11,000 volts to 12,000 volts A. (1, the bus line contacts are mounted on the roof where arcing horns can be provided to break such circuits without damage to the equipment.

When two cars are to be coupled when mov-. ing, the operators in the two cars ordinarily have their controllers in different positions so that if their circuits were permitted to connect with the controllers in different operating positions, the control circuits would be crossed and damage might be done. The present invention (lo-energizes the control circuits before they can be coupled together, and makes it necessary for both operators to move the controller handles to off position before either one can again supply current to the motors. Before the cars are coupled, the switches ,31 in the adjacent ends of the car will, of course, be in open position and the valves will he closed, and the contacts 48 will be retracted. On impact of the cars, mechanical coupling will be automatically effected but it is necessary for the operator in one car or the other of two adjacent ends to press his coupling button 39 to establish the continuity of the train line circuits.

Assuming that the operator in car B presses his button 39, this will close the contacts 12 and 67 so that current will flow through the conductor 68 to the ale-energizing circuit 2 1 and operate the ole-energizing switches 19 throughout the train, cutting off the power current to the motors. It is noted that the tie-energizing circuit does not pass through the drum switches but connection is made between the de-energizing circuits of two cars on impact of the cars. The current from the uncoupling switch to the de-energizing circuit is interrupted by the drum switch, but

the current from the coupling switch is not interrupted by the drum switch.

When the coupling button is depresset, current also flows through a conductor 69 to the electro-pneumatic valve 35 to throw the switch 31 into coupled position. Current also flows through a conductor 70 and a connector 71 to the electro-pneumatic valve 35 in the adjacent end of car A to operate the switch 31 in that car. Pressing the coupling button, therefore, first de-energizes all master controllers, causing the power current to be shut off from the traction motors, and thereafter operates the switches for connecting the electric circuits including the bus line connectors, and opens the valves of the brake system.

Signal lines 72 are provided at each end of each car operated by the bus line contact on the mechanical car coupler. The signal lines are connected'to switches 73 which are closed on impact of the cars to connect the signal lines with branch lines 7 1 and 7 5. The branch lines 7 5 are connected together through contacts 76 and the branch lines 7 4: extend through switch contacts 77 on the switches 31 to a signal light or buzzer 78 and thence to ground. The contacts 77 are connected when the switch is in off position, so that immediately upon impact of the cars, the signals 78 in both cars are energized.

As soon as the switches 31 are operated to on position, the contacts 7 7 will be disconnected and the signals will cease to operate. It either signal continues to operate after the coupling button has been pressed, it will be apparent that the drum switch has failed to function, which condition must be remedied, as it indicates that the cut-out cocks of the brake system and the electric circuits are not in proper operating relation, thus insuring proper coupling of the cars, brakes, motor control and auxiliary circuits, and bus line circuit.

Fig. 6 shows a series of control circuits 80, 81, 82, 83, 8 1 and 85, extending through the train and connected at the car couplers by contacts 86. The control circuits are connected to cont-act points 87, 88, 89, 90, 91 and 92, respectively, on each of the controllers in each car of the train. Current is supplied to each controller through its conductor 16 which is connected to the (lo-energizing relay 19 and through contact 20 and conductor 21 to tho first contact point 95. Disconnecting switch points 93 and 9a are interposed in the line 16 so that the circuit is closed in this line only when the controller handle has been moved to bring the contacts 96 and 97 into position to connect the switch points 93 and 9 1 respectively.

At the same time that the switch points 93 and 9 1 are closed by the contacts 96 and 97, the contact 98 will engage the point 95 to energize the contacts 99, 100, 101, 102, 103 and 104;. At the same time the contact 99 will engage the contact 87 and energize the control circuit 80. YJhen this connection is made, current will flow through the conductor 16, deenergizing switch 19, and conductor 21, and thence through the contacts 98, 99 and 87 to energize the control circuit throughoutthe train. This will cause current to flow through the relays 105 and close the line switch 106 to energize the line circuit 107 which supplies current to the motors 108 through resistances 109, 110, 111, 112 and 113. Flow of current from the line 107 to the motors is controlled by relays 11 1, 115, 116, 117 and 118. As the controller handle is moved further toward its on position, the control circuits 81, 82, 83, 84 and will be successively energized to reduce the amount of resistance in series with the motors. It will be understood that this is the usual method of controlling the motors through their switches and that in addition to the relays for controlling the resistance, additional relays may be employed for connecting the motors in series in the usual manner.

Magnetic blow-out coils 119 and 120 are interposed between the contact points 93 and 941, respectively, to avoid arcing in the controller. So long as the de-energizing switch 19 is in the position shown in the drawing with the contact 20 closed and the contact 23 open, the control of the motors is effected in the usual way. The controller illustrated is the usual Type K controller and is not shown as provided with an automatic cut-out switch controlled by a dead mans handle.

If the ole-energizing circuit 2 1 is energized in the manner previously described, by operating a coupling or uncoupling button, current will flow through the coil 22 to ground, which will open the contact'20 and close the contact 23. If the controller is in one oifits onpositions, current willbe cut from the point- 95 by the opening of the contact 20 so that all of the control circuits 80, 81, 82, 83,

] cuit 24:. The only way that thecontact points 20 can be closed again is for the motorman to move his control handle back to oil position. This will move the contacts 96 and 97 away from the switcs points 93 and 9a and open the circuit 16. It is true that the blowout ioils 119 and 120 will still form a connection to the de-energizing switch but these blow-out coils are of sufficiently high resistance so that the current which passes through themwill not be strong enough to hold the sic-energizing switch in its open position. Thus, whenever a couplin or uncoupling button is pressed, at any position in. a train, to supply current to the tie-energizing switch, current is out on from the driving motors of all of the-cars and cannot-berestored until the motormans controller handle is retuned to its oil position.

I claim:

1. The combination with an electrically driven car, of means comprising a controller for controlling the supply of current for driving saidcar, coupling and uncoupling mechanism for said car, means for automatically ole-energizing said controlling means on operation of said coupling or uncoupling mechanism, and automatic means preventlng re-energizing of said controlling means until.

said controller is moved to open circuit po .sitionand for permitting rte-energizing of said controlling means after said controller has been returned to open circuit position.

2. Thecombination with a plurality of cars in a train, of a bus line circuit for said train, means for connecting and disconnecting said bus line circuit between cars incidentally to coupling or uncoupling said cars, a controller in one of said cars for controlling the supply of current to all cars in sald train, a control d bus l1 couplingsaia cars; a. con

no circuit between car's incidentally a I wsaid. circu t and for autcm troller in one of said cars for controlling the supply of current to all cars in said train, a control circuit for said controller, means operable incidentally to a coupling or uncoupling operation of any car in said train for opening said control circuitto cut oil the traction current to all cars in said train prior to the operation of said bus line connecting and disconnecting means, and automatic means for holding said control circuit open until said controller is moved to open circuit position.

l. The combination with a plurality of cars in a train, of a bus line circuit for said train, means'for connecting and disconnecting said bus line circuit between cars incidentally to coupling or uncoupling said cars, a controller of current to all cars in said train, a control circuit for said controller, means operable incidentally to a coupling or uncoupling operation of any car in said train for opening said control circuit to cut oil the traction current to all cars in said train prior to the operation of said bus line connecting and disconnecting means, and automatic means for holding said vcontrol circuit open until said controller is moved to open circuit position, said last; named means comprising a holding coil, and means operable on opening of said control circuit for 1 diverting the current therein through said holding coil. 7

5. The combination with a plurality of electrically driven cars in a train, of a controller in one car for controlling the supply of current to all cars in said train, means for supplying energy to said controller and means operable incidentally to coupling or uncoupling any car in the train for automatically cutting oil the supply of current controlled by said controller.

6. The combination with an electrically driven car, of a controller for said car, a circuit for supplying current for said controller. means operated by the coupling operation for said car for opening said circuit, and automatic means for keeping said circuit open *until said controller is moved to off position and for closing said circuit when said controller is moved to oil position. 7

7 The combination with a plurality of electrically driven cars in a train, of a controller in one of said cars, coupling mechanism for said cars, a circuit for supplying current to said controller, a switch in each car for controlling the coupling mechanism thereof, and means controlled by any one of said switches for opening said circuit.

8. The combination with an electrically driven car, of a controller for said car, a circuit for supplying current to said controller, coupling'inechanism for said car, a device for controlling said coupling mechanism, and meansccntrolled by said device for opening" anally holding in one or" said cars for controlling the supply said circuit open until said controller is operated to open said circuit.

9'. The combination with a plurality of electrically driven cars in a train each having a bus line, means for connecting the bus lines of adjacent cars to form a bus line circuit through the train for supplying current from any car to the driving motors for said train, and means for compelling the supply of current to be shut oil from said bus line to said motors prior to connection or disconnection of the .bus line of any car in said train with the bus line of a coupled car.

10. The combination with a plurality oi electrically driven cars in a train, of a bus line circuit extending throu 'h said train for supplying traction current from one car in said train to all cars to propel said train, a controller in one car oi said train, a control circuit for said controller, and means operable by coupling and uncoupling manipulations for any car in said train for opening the control circuit or" said controller.

11. The combination with an electrically driven car, of a bus line for supplying curopening said circuit and for diverting the cur-' rent therein, said relay switch having a solenoid into which the current of said circuit is diverted to hold said switch in open position until said ci cuit is otherwise opened.

12. In an electrically driven train of cars, train line coupling mechanism, coupling and uncoupling switches in each car for controllingsaid mechanism, a traction currentcontroller for said train ha ing a control circuit a Clo-energizing circuit, means operated by said deenergizing circuit for opening the control circuit of said controller, and means controlled by the coupling and uncoupling switches in any one of said cars for supplying current to said deenei 'zing circuit;

13. In an electrically propelled train of ears, a fluid pressure line, a valve in each car interposed in said fluid pressure line, means in each car for operating said valves, coupling and uncoupling devices in each car for controlling said valve operating means, a deei'rergizing circuit, means controlled by said devices in any c: r for supplying current to said (ls-energizing circuit, a controller for said train, and means connected with said deeiiergizing circuit for disabling said con-J troller when current is supplied to said deenergizing circuit.

14-. The combination with an electrically propelled train of cars, of electrical tr'ain line circuits for said cars, a switch in each car for controlling said train line circuits, means in each car for operating said switch on coupling and uncoupling of said car, manually operated devices for controlling said switch operating means, a de-energizing circuit, means controlled by said d vices in any car for supplying current to said de-energizing circuit, a traction current controller for said train, and means connected with said deenergizingcircuit for cutting on the supply of current from said controller.

15. The combination with an electrically diven train of cars, of fluid pressure and "electrical train lines for said cars, a bus line for said cars for supplying current to drive said train, means in each car for controlling said fluid pressure and train line circuits, manually operated devices for controlling said circuit controlling means, a traction current controller for said train, a control circuit for said controller, a de-energizing circuit for said train, means controlled by said manually operated devices for supplying current to a said tie-energizing circuit, and means operated by said de-energizing circuit for opening the controlling circuit of said controller.

16. In an electrically driven car, a controller having a cut-out switch, a circuit for supplying current through said switch to said controller, a de-energizing switch for said controlled disposed in said circuit and means, operable as a precedent to a coupling or uncoupling operation of said car, for operating said de-energizing switch.

17. The combination with a plurality of electrically driven cars in a train, of a controller for each of said cars having a cut-out switch',.circuits for supplying current to each of said controllers through the cut-out switch thereon, a de-energizing relay switch in each of said circuits, a de-energizing circuit extending from car to car for operating said deenergiaing switches and means, operable as a precedent to coupling or uncoupling cars of said train, for supplying current to said deenergizing circuit.

18. The combination with a plurality of coupled electrically driven cars, of bus lines for supplying traction current to said cars, a controller in each of said cars separably operable for controlling the supply 01 current from said bus lines, a control circuit for each of said controll r, coupling and uncoupling devices for said cars, a (lo-energizing switch in each of said control circuits, a (ls-energizing circuit extending from car to car and connected with the de-energizing switch in each of said cars, and means controlled by said coupling and uncoupling devices for sup )lymg current to said de-energizing circuit to operate said de-energizing switches and open the control circuits for the controllers of said cars to cut oil the traction current from said bus lines during a coupling or uncoupling operation.

19. The combination with coupled electrically driven cars in a train, of bus lines for supplying traction current to said cars,

driven cars in a train,

means'for connecting bus lines of adjacent cars, separately operable controllers for regulatmg the supply of currentifrom said bus lines to said cars, control circuits for said controllers, fluid pressure and electrical train lines for said cars, means for controlling said fluid pressure and electrical train lines, coupling and uncoupling switches for controlling said train line controlling means, a de-energizing circuit extending from car to car, de-energizing switches connected with said circuit and arranged to open the control circuit for each of said controllers and to hold said circuit open until said controller is moved to its oil position, and means controlled by said coupling and uncoupling switches for supplying'current to said deenergizing circuit.

20. The, combination with electrically driven cars in a train, of bus lines for said cars, means for making and breaking electrical connection between bus lines of adjacent cars, coupling and uncoupling switches for controlling said connection making and breaking means, separably operable controllers for regulating the traction current from said bus lines" to said cars, and means controlled by said coupling and uncoupling switches for de-energizingsaid controllers prior to making or breaking electrical connection betweensaid bus lines when said switches are operated to make or break said connection.

21; The combination with electrically of bus lines for said cars, means for making and breaking electrical connection between bus lines of adjacent cars, coupling and uncoupling switches for controlling said connection making andv breaking means,l.controllers for regulating the traction current from said bus lines to said cars, controller circuits for supplying current to said controllers, de-encrgiaing relay switches for said controller circuits, a deenergizing circuit extending lrcni car to car, and means for supplying current to said deenergizing circuit to operate said de-energi' ing switches and open the controller c1rcu1ts in all of the coupled cars when a coupling or uncoupling switch is operated in any one of saidcars.

22. The combination with electrically driven carsin a train, of bus line for said cars, means for connecting and disconnecting bus lines of adjacent cars in a train, a

fluid pressure train line, valves for controlling said fluid pressure train line, means for connecting said bus line connecting and disconnecting means with said train line to permit control of said bus line connecting and disconnecting means by said train line valves,

controllers for regulating traction current from said bus lines to said cars, ing switches for said controllers, tliltlCOfil ,glllOIl means for controlling the operation oi said deenergizing SlVllChCS and said train line" said cars for controlling flow of traction cur-' rent from said bus lines to drive said cars, control circuits for said controllers, each controller comprising contacts for its control circuit for controlling flow of traction current from said bus line and also means for opening its control circuit to cause the flow of traction current from said bus line to be cut oil, .a magnetically operated switch in said circuit between said control circuit opening means and said contacts, said electrically op erated'switch comprising a coil for holding said switch in open position when once opened so long as said switch is connected to a source of current supply, a ole-energizing circuit extending throughout saidtrain and connected with said switches vwhen current is supplied to said de-energizingcircuit, and means for supplying current to said de-enorgiziug circuit when said coupling or uncoupling switch is operated, said magnetically operated switches being arranged to effect discontinuation of flow of traction current from said bus line when a coupling or uncoupling switch is operated prior to the operation of the opening and closing means for said bus line.

2a. The combination with a multiple unit train of electrically driven cars, of means in each car comprising a switch group for supsaid car, a

plying current to the motors of master controller in eachcar .ith controlling circuits therein adapted to energize the switch group in that car, means to connect the con trolling circuits in one car with the controlling circuits in any number of coupled cars, means for coupling or uncoupling said con trolling circuits between cars, said master controller being provided with an operating supply current to said handle adapted to master controller, magnetically operated switch or relay interposed in the control circuit in said controller whereby any current flowing through said controller will be shunt ed to the holding coil of the magnetically operated switch and to ground, causing the opening of all control circuits through the car and cutting ofi" all bus line power current to the tractive motors by the opening of the switch group contacts, a de-energizing cir-- cuit through all cars electrically connected to said magnetically operated switches, and means on all cars operable bythe coupling or uncoupling operation of the cars for energizing the de-energizing circuit from any car.

25. The combination with a plurality of cars in a train, each car having a traction current controller and a train line circuit switch; of mechanism for de-energizing said controllers during an uncoupling operation, saidinechanism comprising a de energizing circuit extending from car to car in said train, and switch mechanism interlocked with said train line circuit switch for controlling said tie-energizing circuit.

26. The combination with a plurality of cars in a train, each car having a t. action current controller and a train line circuit switch, of mechanism for tie-energizing said controllers during uncoupling operation, said mechanism comprising a ale-energizing circuit extending from car to car in said train, and switch mechanism for controlling the current in said de-energizing circuit, said switch mechanism being interlocked with said train line circuit switch for cutting oli the current in said de-energizing circuit when said train line circuit switch is moved to uncoupled position.

27. The combination with a plurality of cars in a train, each car having a traction current controller, a train line circuit switch and an uncoupling switch for controlling said train line circuit switch; of mechanism for de-energizing said controllers during an uncoupling operation, said mechanism comprising a dcenergizing circuit extending from car to car in said train, and means energized by said uncoupling switch and controlled by said train line switch for supplying current to said de'energizing circuit.

28. The combination with a plurality of cars in a train, each car having a traction current con roller, a train line circuit switch and an uncoupling switch for controlling said train line circuit switch; of mechanism for de-energizing said controllers during an uncoupling operation, said mechanism comprising a de-energizing circuit extending from car to car in said train and a supplementary circuit for supplying current to said de-energizing circuit, said supplementary circuit being arranged to be closed by said uncoupling switch and to be opened by said train line circuit switch when said train line circuit switch is operated for uncoupling.

29. The combination with a plurality of cars in a train, each car having a traction current controller, a train line circuit switch, a coupling switch and an uncoupling switch, said coupling and uncoupling switches being arranged to effect coupling and uncoupling operations respectively of said train line circuit switch; of mechanism for de-energizing said controllers during coupling and uncoupling operations, said mechanism comprising a de-energizing circuit extending from car to car and supplemental circuits connected with said coupling and uncoupling switches respectively for supplying current to said deenergizing circuit when either said coupling or uncoupling switch is operated, the supplemental circuit controlied by said uncoupling switch extending through said train line circuit switch and arranged to be opened thereby when said train line circuit switch is moved to uncoupled position.

30. The combination with a plurality of cars in a train, each car having a traction current controller, a train line circuit switch and an uncoupling switch for controlling said train line circuit switch; of mechanism for file-energizing said controllers during an uncoupling operation, said mechanism includinga de-energizing switch in each car for cutting off the current supply from the controller in that car, a de-energizing circuit extending from car to car and arranged to operate said (ls-energizing switches, and a supplemental circuit in each car for supplying current to said de-energizing circuit when the uncoupling switch in that car is operated, said supplemental circuit being opened by the train line circuit switch in that car when said train line circuit switch is operated to uncoupled position, to permit current to be supplied to the controllers of the cars in the train after the operation, tion, of the train line circuit switch in that car, even though the uncoupling switch be retained in position to energize said supplemental circuit.

31. The combination with two mechanically coupled cars, of electric circuits on each car, means on each car to connect the circuits, an air system on each car, air couplers on each car to connect the air systems, a busline circuit on each car, an auxiliary circuit on each car receiving current from its busline and connected to the electric couplers, a control switch for each auxiliary circuit, operating means for each switch to close the switch when and while the bus-line is energized, a control circuit connecting the control switches on both cars and connected by the electric couplers, atrain line switch to alter nately open and close the circuits connected to the electric couplers on both cars, pneumatically operated means on both cars to alternately open and close the train line switches, electrospneumatic means to control each pneumatically operated means, and means on both cars to energize the control circuit and the electro-pneumatic means to open the train line switches and the control switches on both cars when the said means on one car only is operated, to first open the control switches and then the train line switches.

In testimony whereof I have signed my name to this specification on this 25th day of October, A. D. 1927.

CHARLES H. TOMLINSON.

to uncoupled pos1-' 

